System of underframing for railway-cars.



"No.-"740 ,18-'Z. PA'TENTED SEPT. 29, 1903.

. G. w. SCOTT. I

SYSTEM OF UNDERFRAMING FOR' RAILWAYGARS.

APPLIOATIOH PILED HOW-15, 1900. RENEWED EH3. 27, 1803.

2 HHEBTS-SHEET 1.

K0 MODEL.

I UNI-TE I Fatented depternber 29, 1903 GEORGE W. soorr, or PULLMAN, ILLINOIS.

sYs'TEM F UNDEVRFRAMIING FOR RAILWAY-CARS;

SPECIFICATION forming part of Letters Patent NO. 740,187, dated. September 29, 1903.

Application filed November 15, 1900. Renewed Fels'ruary 27, 1908; Serial No. 145,446. (No model.)

To ctZZ whont it may concern:

Be it known that I, GEORGE W. SCOTT, a citizen of the United States, residing at Pullman, in the county of Cook and State of Illinois, have invented certain newand useful Improvements in Systems of Underframing for Railway-Cars, of which the following is a specification.

This invention relates to a new and im proved construction of nnderframing or floorframing for railway-cars; and it has for its principal object to improve and simplify the construction of such devices without any'sacrifice of strength and rigidity and with greater economy in respect of material and cost of production.

being that portion of the structure directly above the truck center plate.

In contradistinction to the foregoingstyleof framing my present invention contemplates, first, the use of a single center sill in association with the two side sills, but no intermediate sills; second, the framing of the center and side sills into two transverse sills, and, thirdly, dispensing with the usual body-bolster and heading the king-bolt into the union formed by the intersection of the transverse sill and the center sill.

My invention is illustrated in the accompanying drawings, in which Figure 1 is a perspective view, broken away, of annnderframing constructedin accordance with my invention. Fig. 2 is a longitudinal vertical section through the union formed by thetransverse sill and the center sill and illus trating the manner of securing the under-' framing to the truck-bolster by means of the king-bolt. Fig. 3 is a horizontal section of Fig. 2, illustrating the manner of securing together the center sill, the transverse sill, and the draft-bars. Fig. 4 is avertical transverse section through the draft-bars looking in the direction of the transverse sill, and Figs. 5 and 6 are detail views illustrating the mannor of secu ring the kin g-bolt in the transverse sill.

Referring to the drawings, A indicates the side sills, and B the end sills, of a rectangular underframing, such sills being in the form of channel-beams.

. O designates a transverse sill in the form of anI-beam, secured at its ends between the parallel side sills A and at a suitable distance from the end of the frame to coincide vertically with the truck-bolster.

D represents a single center sill in the form of an I-beam secured at its opposite ends to the transverse sills, centrally thereof, and rigidly connected with the side sills A by means '70 of suitable tie-bars E. Between the transverse sill and its adjacent end sill are secured a pair of draft-beams F. The intersections of the several sills and beams mentioned are reinforced by suitable bracketplates and angle-irons G and G, respectively,

diagonally opposite pairs of which bracketplates may be connected by diagonal braces H, as shown in Fig. l, to increase the rigidity of the structure as a whole and its-capac- 8o ity to withstand shocks and strains. The junction or union of the transverse sill with the center sill and the draft-beams is still further reinforced by means of coveringplates I, similar plates I reinforcing the junction of the draft-beams and the end sill.

My invention is designed to dispense with the necessity of the usual body-bolster, the transverse sills 0 being intended to rest upon the truck-bolster directly through the intero vention of the usual body center plate 0 and truck-bolster center plate P and to bear or support the entire weight of the car and its contents. Instead of passing the king-bolt downward through the body-bolster into the 5 truck-bolster below, as has heretofore been customary, in my construction the king-bolt L is designed to be passed upward through the truck-bolster and to be suitably headed into a recess formed in the under side of the Ion transverse sill C, which, as before explained, possesses the additional function of the bodybolster. In order to permit this construction and arrangement of parts, a hole is formed through the under flange of the transverse sill of a size suflicient to accommodate the king-bolt, and an opening .I is formed in the body or web of the sill of sufficient size to accommodate a collar K, keyed on the head of the king-bolt, whereby the latter is supported and retained in place. In view of the fact that the king-bolt enters the transverse sill or bolster at a point which is also directly in the path of the center sill at its junction or union with the transverse sill the coping of the end of the center sill to fit the side face of the transverse sill which it engages involves not only the cutting away of the upper and lower flanges at the end of the center sill to fit the corresponding flanges of the transverse sill, as at R and S, but also the cutting out of the web of the center sill to form a notch T for the reception and support of the retaining-collar K of the kingbolt L.

From the foregoing it will be seen that I have devised an underframing for railwaycars characterized by a high degree of simp'licity, strength, and rigidity. Furthermore, by forming the several sills, tie-bars, and braces from channel-beams, I-beams, and angle-irons I am able to obtain a maximum of strength with a minimum of weight. The structure is also entirely self-containedthat is to say, in the case of a boX-carit may be built entirely independently of the upper framework of the car, whereas in general practice the upper and under framing of such cars are usually intimately associated, necessarily involving a higher degree of complexity and cost than is involved in such a system as that herein disclosed. In addition to the fact that these commercial shapes are employed for forming the under-framing of the car it will be observed that by selecting such shapes as here indicated a system of bracing may be applied which will afford additional rigidity to the structure. Thus the angle-irons G, while they have a bearing upon and are secured to the webs, also have abutment upon the heads or flanges of the side sills A and of and rigging without special and expensive preparation. The end sill B is cut out, as

shown at B, for the passage of the draw-bar.

Among other features of particular advancage and value in this construction of carframes will be observed the following: The main elements of the car-frame are composed of members which are capable of taking either a thrust or a longitudinal strain. The connection between the two draw-heads or coupler-heads of the car is a single straight rigid bar and is capable of taking either thrust or pulling strains, so that when a series of cars are coupled up together the line of draft between them takes place along what may be termed a chain of rigid members fastened entirely under each car, and in case of bumping the cars together each of these links of the chain is capable also of taking a thrust directly from one coupler-head to the other. The weight of the car and of the frame is not transmitted through the side sills nor the center sills,but immediately and directly through the member which constitutes the principal element of the frame and also the bolsterbeam. In this the frame is decidedly different from those in which a pair of members are placed together to form the elements of the frame, one of which is a thrust-rod and the other is a tension-rod. It is also decidedly different from those frames in which the weight of'the fioor of the car comes first upon the side sills and from them is transmitted to a cross-beam, and thence from the cross-beam to a separate bolster underneath same, and thence to the car-truck. It will be also observed that in the case of a thrust along the center-sill the diagonal members I-I transmit the same to the side sills A, which may therefore take up a part of the strain, and in the case of a pulling strain the same action takes place on the far end of the center sill D, causing the side sills A to take in extreme cases a part of this pulling strain and transmitting it back again to the cross-beam, which forms the bolster.

Other advantages of the extremely simple and neat design of the structure will occur to those familiar with the art.

I claim-as my invention- 1. In a system of underframing for railwaycars, the combination, with the side and end sills of the-frame, of the transverse sills, a single center sill lying between said transverse sills, and connections between the transverse and end sills whereby endwise shocks and stresses are transmitted from one end of the car to the other through said single center sill, substantially as described.

2. In a system of nnderframing for railwaycars, the combination with a transverse sill consisting of a single member forming an element of the floor-frame and constituting at the same time a body-bolster, of a pair of draft-beams framed into and connecting said transverse sill with the adjacent end sill of the frame, and a single longitudinal center sill framed into the opposite side of said transverse sill, substantially as described.

3. In a floor-framing for railway-cars, the combination with the bolster-sill formed of a single transverse I-beam, of a single center sill, draft-beams, and upper and lower covering-plates, all rigidly secured together, substantially in the manner shown and described.

4. In a floor-framing for railway-cars, the combination with the side and end sills formed of channel-beams, of the bolster-sills each formed of a single transverse I-beam, the draft-beams, the upper and lower coveringplates, and the diagonalbraces, said parts being all arranged and combined substantially in the manner shown and described.

5. In a floor-framing for railway-cars, the combination with the side and ends sills, of a pair of transverse bolstersills, a single center sill intermediate said bolster-sills, a pair of draft-beams between each of said bolster-sills and its adjacent end sill,and suitable bracketplates and angle-irons rigidly securing said part-s together,substantially as shown and described.

6. An underframing for railway-cars, comprising in combination, longitudinal and transverse sills of commercial shapes, the side sillsextending'the full length of the under framing, and a single center sill parallel thereto shorter than the side sills and secured with transverse sills interiorly of the underframing, draft-beams extending between the trans verse sills and the end sills, and suitable bracket-plates and angle-irous'rigidly securing said parts together, substantially as described.

'7. An underframing for railway-cars, comprising the combination with side and end sills of a single center sill, transverse sills arranged parallel to theend sills and to which the center sill is connected, draft-beams interposed between and connected to the end sills and the transverse sills, and braces extending diagonally from intersections of the transverse sills and side sills to the center sill, substantially as described.

8. The combination with the transverse sill or bolster of a center sill headed into said transverse sill at right angles thereto, the

webs of said sills at their intersection being suitably notched or out out to receive and support the collar of an upwardly-extending king-bolt, substantially as described.

9. In asystem of under-framing for railwaycars, a transverse sill forming an element of the floor-frame and constituting at the same time a body-bolster, said sill having a suitable recess formed in its under side to receive the retainiug collar of an upwardly-exte ndiug king-bolt, in combination with a center sill disposed longitudinally of the frame and having its meeting face suitably coped and notched to fit the upper and lower flanges of the transverse sill and to receive and sustain the retainingcollar of the king-bolt, substantially as described.

- 10. In a metallic underframe, bolsters extending between the side sills thereof, a single I-beam center sill extending betweenand secured to said bolsters, and draft-rigging sills secured to said bolsters.

11. In a metallic underframe, a pair of bolsters, a single center sill extending from bolster to bolster, draft-rigging sills secured to the bolsters, said bolsters comprising I-beams extending between the side sills of the frame.

12. In ametall-ic underframe, channel side and end sills, I-beam bolsters between said side sills, an I-beam center sill extending between said bolsters, and channel draft-rigging sills secured between said bolsters and said end sills respectively.

13. In a metallic underframe, channel side and end sills, I-beam bolsters between said side sills, an I-beam center sill extending between said bolsters,channel draft-rigging sills secured between said bolsters and said end sills, transoms connecting said draft-rigging sills and said end sills, and diagonal braces connecting the bolsters, the end sills, and the draft-rigging sills.

14. An underframe for cars comprising a single rigid center sill with its end fixed to a single rigid bolster element forming also a cross-beam of the frame, and rigid connections from said bolster to the end of the frame adapted to receivedraft-rigging.

15; An underframe for cars comprising a single longitudinal center sill provided at eachof its ends with diagonal braces by which strains either in thrust or tension on the center sill are transmitted to the'side sills of the frame.

16. In a metallic underfrarne for cars, in combination with a single center sill of the frame and a cross element constituting also the bolster of the frame, a pair of draft-rigging sills fixed to an end element of the frame and connected thereto at their inner GEORGE YV. SCOTT.

Witn esses:

FREDERICK (J. Goonwm, SAMUEL N. POND. 

